Thermostatic heat control for internal-combustion engines



1 2 May 9 7 R. P. WRIGHT THERMOSTATIC HEAT CONTROL FOR INTERNAL COMBUSTION ENGINES Filed Nov. 18. 1920 Patented May 31, 1927;

UNITED STATES 1,630,728 PATENT OFFICE.

REA P. .WRIGHT, OF WASHINGTON, DISTRICT OF COLUMBIA, ASSIGNOR TO MARVEL CARBURE'IOR COMPANY, OF FLINT, MICHIGAN. A CORPORATION OF INDIANA.

v THERMOSTATIC HEAT CONTROL FOR INTERNAL-COMBUSTION ENGINES.

Application filed November 18, 1920. Serial No. 424,909.

This invention relates to certain new and useful improvements in thermostatic heat control for internal combustion engines and is a companion application of my apnlicw tions executed even date herewith, erial Numbers 424,907 and 424,908, filed November 18, 1920, the object being to provide a heat control in which a sylphon thermostat is disposed within the intake manifold in the path of travel of the explosive charge having a connection with a valve controlling the outlet of a heating chamber whereby the passage of the heating medium through said heating chamber will be automatically controlled so as to regulate the temperature of the explosive charge delivered to the engine.

A still further object of the invention is to provide a construction which can be read i1 v applied to any of the well known makes of-internal combustion engines now in use without any great expense.

Other and further objects and advantages of the invention-will be hereinafter set forth and the novel features thereof defined by the appended claims.

In the drawings,

Figure 1 is a side elevation of an interna combustion engine showing the a plication of my improved construction 0 thermostatic heat control partly in section; and

Figure 2 is a section taken on line 2-2 of Figure 1.

In the drawings 1 indicates an internal combustion engine, 2 the exhaust manifold and 3 the intake manifold which is provided with a centrally disposed induction pipe 4 having an opening formed therein in which is arranged a cup like casing 5 having a removable cover 6 adapted to be secured in position by screws 7. The cup is provided with a tubular nipple 8 forming a bearing for a stem 9 of a thermostat 10 of the sylphon type.

The cover 6 preferably carries a bearing 11 in which is mounted a shaft 12 to one end of which is connected an arm 13 having a bifurcated end extendinginto an annular groove formed in the stem 9 of the thermostat whereby said shaft will be rocked in its bearing as the thermostat expands and contracts.

Connected to the induction pipe 4 is a charge forming device 14 herein shown provideo with a carbureting passage 15 having a throttle valve 16, said carbureting passage being surrounded by a heating chamber 17 having an inletnipple 18 and an outlet nippic 19. Secured within the outlet nipple 19 is an outlet pipe 20 through which extends a valve stem 21 carrying a valve 22 and provided with an arm 23 having a series of openings in which is adapted to be placed the hooked end of a link 24 which is connected to an arm 25 fixed on the shaft 12 :0 that as the thermostat expands and contracts the valve will be opened and closed in order to control the passage of exhaust gases through the heating chamber as will be later described.

Connected to the end of the exhaust mani-- fold 2 is a coupling 26 which has connected thereto an. exhaust pipe 27 extending to the u ual muflier. said coupling being provided with an outlet nipple 28 which is connected to the inlet nipple 18 of the heating chamber 17 by pipe 29 and by this construction the exhaust gases normally pass through the heating chamber as they seek the path of travel of the least resistance. As the charge produced in the charge forming device is heated by the heating chamber the thermostat is acted upon by the heat of said charge in its passage to the internal combustion engine so as to operate the valve controlling the outlet of the heating chamber and when the charge has been heated to the proper degree of temperature by passing through the heater, the valve will be adjusted by the thermostat so as to maintain the degree of heat in order to produce an explosive charge which is highly efficient and in such a manner that all danger of the charge being overheated is prevented. If the charge becomes too hot the valve 22 is closed and the exhaust gases pass out through the exhaust line pipe and mufiler in the usual way. Thevalve regulates the volume of gases passing through the heater under all conditlons as the exhaust gases through the medium of the mufii'er are subjected to a certain amount of back pressure which causes the gases to pass through the heater when the valve is open.

In the construction shown I have illustrated the application of the heat to the charge forming device but it is of course understood that the point of application of the heat is immaterial so long as the heater is disposed at any point in the path of travel of the charge to the internal combustion engine and I do not wish to limit myself to the particular point of application of the heater as I am aware that the entire charge forming device could be surrounded by a heater or the entire manifold could be surrounded by a heater and the charge would be heated and maintained at the proper temperature through the medium of a thermostat.

\Vhat I claim is 1. An internal combustion engine having an exhaust pipe, intake manifold and charge forming device connected thereto, a heater arranged to heat the charge in its passage to the internal combustion engine in communication with said, exhaust pipe, said heater being provided with on outlet pipe, a valve mounted in said outlet pipe, said intake manifold being provided with an opening, a cup shaped casing mounted in.

said opening, a thermostat mounted within said casing having a stem, a shaft provided with an arm having a connection with said stem, a second arm fixed on said shaft and a link connecting said second arm to said valve controlling the position of said valve by the temperature of the charge passing into the internal combustion engine.

2. An internal combustion engine having an exhaust pipe, intake manifold and charge forming device connected thereto, a heater arranged to heat the charge in its passage to the internal combustion engine in communication with said exhaust pipe, said heater being provided With an outlet pipe, a valve mounted in said outlet pipe for controlling the passage of exhaust gases through said heater, said intake manifold being provided with an opening, a cup shaped casing mounted in said opening, a thermostat mounted in said casing provided with a stem, a rock shaft having a bifurcated arm embracing said stem, at second arm fixed to said rock shaft and a link carried by said second arm having an adjustable connection with said valve controlling the position of said valve by the temperature of the charge passing to the internal combustion engine. 3. An internal combustion engine having an exhaust pipe, intake manifold and charge forming device connected thereto, a heater arranged to heat the charge in its passage to the internal combustion engine in communication with said exhaust pipe through an unclosable passage, said heater being provided with an outlet pipe, a valve mounted in said outlet pipe having an arm fixed on a stem provided with openings, said intake manifold being provided with an opening, a casing mounted in said opening provided with a cover having a bearing, a thermostat mounted in said casing having a stem mounted in said bearing, a support, a rock shaft mounted in said support having a bifurcated arm embracing the stem of said thermostat, a second arm fixed on said rock shaft, a link carried by said second arm, said link being provided with a hooked end adapted to be positioned Within the opening of the arm of said valve for forming an ad justable connection between said thermostat and valve.

n testimony whereof I have hereunto atfixed my signature.

REA P. WRIGHT. 

